Railway-traffic-controlling system and apparatus



- l, 7,5 1927' M. H. LOUGHRIDGE 62 67 RAILWAY TAAFPIC CONTROLLING SYSTEM AND APPARATUS Filed'llarch 23. 1923 r 7 Shoots-Shout 1 Mm I if; iflmlliliiiiiifi. 1' mllllilllll ill'll I May 10 1927.

M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM AND APPARATUS Fil'ed March 25, 1923 '7 Sheets-$heet Ma 10 1927. V 16275?! y .M. H. LOUGHRIDGE ,RAILWAY TRAFFIC CONTROLLING SYSTEM AND APPARATUS 7 Sheets-Sheet 3 Filed March 23. 1923 WWI in? N V is.

M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM AND APPARATUS Filed March 2a. 1923 '1 Sheets-Sheet 4 May 10', 1927.

v 1,621,567 M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM ANDAPPARATUS I Filed March 2a. 1923 'r Sheets-Sheet 5 I NV EN TOR.

. 1927. May 10 H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM AND APPARATUS Fil ed March 2s. 1925 7 Sheets-Sheet 6 ANN 1,627,567- May 10 1927' LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM AND APPARATUS Filed March 23. 1925 7 Sheets-Sheet 7 93 U 9/ed Patented May 10, 1927.

UNITED. STATES 1,627,567 PATENLT OFFICE.

na'r'rrmwn. pouorrnmea, or noeo'ra, new masmr.

.RAILWAY-TBAHIO-CONTBQLLIKG SYSTEM AND APPARATUS.

Application filed larch 28,

This invention relates to railway trafl'ic controllingsystems and the apparatus used therewith and more particularly to a system for automatically controlling trains in which signals are conveyed between locomotive devices and devices on the track which are applied throu' htranslating means to give indicationsof t e conditionof the track and to automatically control the train brakes with relation to speed and track conditions. The. invention as herein described includes a complete system for, application on single and double track railroads and which permits the operation of trains on track 'where the system is not operative. The objects of the-invention are: to rovide a novel type of magnet on the tree to provide an amplifier responsive-to the track magnet, to provide a stop transformer respons'ive, to a. laminated bar .on the track, to provide-a translatin device for the circuits, to rovide a speed control mechanism,

toprovi e a manual release for the speed .control, to provide a centrifuge for determining s eed, to-provide a magnetic cons tacting .s oe, to provide operating circuits onv the locomotive with a cut-out arran ment and toprovide opxerating circuits or single and double 'trac operation. These an other objects of the invention are described in greater detail in the following the stop transformer; J Figs; 9, and 11 specification 'and the accompanying drawings, in which:

igs. 1, 2, 3 and3' show tions of the trackmagnet; V,

' Fig. 4 shows a side elevation of the track sectional eleva;

ig. 5 is an end elevation of the amplifier or translating inductor responsive to the track magnet and Fig. 6 is a sectional elevation of this device.

Figs. 7 and 8 Show themag netic frame of show the translating device operating a semaphore indicator and. asthma position valve;

Fi 12 and'13 show partly in section the spec control mechanism; 1

Fig. 14 shows insectionthe speed 'con-' trol valve "and manual release valve Fig. 15'is a top view of the manual release; r

C Fig. 16 showsin section, the cut-out-valve; Fig. 17 shows, the 'engine'ers brake valveand reducing-valve;

I Fig. 18 is anoutline of 1823. Serial No. 627,214.

Fig. 19 is a sectional view of the centri fuge showing the details of construction; Fig. 20 is a view of the centrifuge, partly in section, 'with the mechanism cover removed showing its application;

Fig. 21 shows details of the construction of the centrifuge;

- Fig. 22 is a side v elevation of the magnetic contact shoe showing its relation tothe track; I Fig. 23 is a front elevation corresponding to Fig. 225 i Fig. 24 1s a detail of theshoe head. Fig. 25 shows the locomotive wiring includingthe wiring of the cut-out system;

Fig. 26- shows the wiring of the track apparatus for single track operation; h Fig. 27 shows the wiring of the track ap- The track magnet.-

.' The track magnet is used to transmit the impulse from the track to the inductor on' the locomotive and also to deflect the field of the stop transformer. This magnet is of the rail so that it'does not interfere with established clearances. The magnet consists of a pair of elongated poles-with a plural ity; of energizing coils between-these poles so that'the length of the magnet may be varied to suit conditions and to prolong the 1 impulse as desired. These coils, when en- .clamped against the outside ofv the running ergized, set up a magnetic field adjacent to the rail head which magnetizes the inductor on, the locomotive.

The entire magnet 'is' clamped to the rail without previous preparation.

In Fig. 1, showing av cross-section at the bracket,.'11 re resents the rail of'the track,-

12 is the 'bre'c et secured to the rail by the hook bolt 13'. The. inner pole of the magnet is represented by the late .14 which is placed in contact with t e. rail, 'headfas shown.- The outer pole is 'representedby the laminated bar 16, reinforced with the 1 2 and is secured by the hook bolts 13. The end of the outer pole is preferably inclined in ramp form as indicated m Fig.--4.

angle pieces 17 and supported by the nonmagnetic bracket15 which seats on'bracket of the bar 16 are extended to engage the core of the coil as shown. I11 certain applicatlons it may be desirable to detect anymisalignment or displacement of the outer pole 16 and for this purpose the arrangement shown in Fig. 3 may be used. The bracket 19 is rigidly secured to the outer pole 16 and carries the insulated contact 20 which establishes a circuit between the contacts 21, which are rigidly secured to the bracket 12. The mis-alignment of the outer pole with the rail will be detected by interrupting the circuit connected to wires 21 controlled by contacts 21. This circuit may be arranged to control one of the track magnets such as 312 in Fig. 27 or it may control a special device for detecting purposes, this application, however, not being shown in the drawings. The laminated pole may be placed adjacent to the railhead as shown in Fig. 3 in which the pole is indicated by 16' sup- -.ported by the continuous bracket 12 and the outer pole is indicated by the angle 14*. The mechanical amplifier.

gized. This inductor is indicated by 23,

Fig. 5 having pole 24 arranged to align with one pole of the track magnet-and pole 25 arranged to align with the other pole of the track magnet. The poles 24 and 25 are ex-' tended and it will be noted that pole 24 cat tends above the rail head as the flux from pole 14 is distributed through the rail head. As the track magnet is entirely supported by the running rail it is apparent that it will be maintained in alignment therewith and as the locomotive inductor is also maintained in alignment with the running rail it is apparent that a comparatively small air gap can be maintained between pole 24 and the rail head; this enables the air gap between the outer poles to be increased and enables the locomotive clearance line to slope otf as indicated by the line 0.

"j source of current on the locomotive. The

The sectional view in Fig, 6 shows the construction of this inductor or amplifier in which the armature 27 rotates at high speed between poles 26, which are extensions of the poles 24 and 25. A circuit is conneeted with this armature which'operates the circuits hereinafter to be described. The armature 27 is driven by the motor 28 having the field 29 which is energized by a Y armature 28 may also bearrangedto generate a. high frequency alternating current for purposes hereafter to be described.

With this arrangement 1t W111 be.noted that armature 27 runs idle and no chrrent is generated thereby until a magnetic flux is transmitted from the track magnet through the poles 24 and 25, the field 26 and the armature 27 when a current is generated caused by the flux of the track magnet amplified by the mechanical power supplied to the armature 27. If the armature is wound for, say 500 volts and rotating at high speed a considerable E. M. F. will be generated notwithstanding the air gap in the magnetic circuit. The track magnet may be energized by direct or alternating current. When energized by direct current it is apparent that the direction of the current generated by the armature depends upon the polarity of the field which is controlled by the polarity of the track magnet. This makes possible the use of a polarized system on the locomotive controlled by the polarity of the track magnet or the circuits associated therewith.

The stop transformer.

The stop transformer is used to change the conditions of proceed to stop when under frequency current generated by the motor 28, or obtained from any other source, and has a secondary core with an air gap and a secondary winding. The secondary winding is connected with the operating circuits and when deenergized causes a stop or retarding condition.

The stop transformer, 31, Fig. 7 has a primary core 32 with a suitable winding and a secondary core 33 with a suitable winding. Below the primary core the poles 34 and 35 extend and are arranged to align with the laminated pole 16 of the track magnet. The alternative path for the flux from the primary 32 through the enlarged poles 34 and 35 and the laminated pole of the track magnet ofi'ers less reluctance than the path through the secondary core 33 with the air gap so that the flux is deflected from the secondary and the circuit connected therewith is substantially deen'ergized.

It will be noted that the poles of the stop transformer will align with crossing frogs and the rails of turn-out switches as the train proceeds along the track. The reactanee however, of the solid iron of the track structure to the alternating 'flux of the transformer is such a'sto cause no material deflection of the flux, while the laminations of the magnetpole forms a, ready conductor for this flux. By increasing the frequency of the current energizing the transformer, this condition can be secured with a wide operat. ing margin although it is believed 120 cycles ing armaturcwith a shaft connected to the per second will be sufiicient for most purposes.

Electric translating device.

In systems of this kind it is customary to use relays having armatures operating electric, contacts for controlling the circuits. This invention is designed to avoid the use of relays and as far as possible to avoid the use of electrical contacts of any kind as these are unreliable and difiicult to maintain when insfalled on a locomotive. For this purpose a transmitting device is used having a rotatoperating mechanism. This armature has a bias to a position corresponding to stop and is moved to the proceed posit-ion by the proceed circuit and maintained there by the secondary of the stop transformer. Most of the operations of a plain relay, a stick relay or a polarized relay can be obtained by the use of this device. As shown in Fig. 9, this device consists of a magnetic yoke 41 having a I field coil43 and poles between which the armature 42 is pivoted for limited rotation as defined by the stop 46 on shaft 44. A weight secured to this shaft imparts a bias to the armature to take up the position shown as indicated by b. If the armature is moved .to the position indicated by a and the field coil energized it will remain in this position until the field is deenergized when the weight 45 will move it into the'position b; in this position it will remain after the field is again energized; thus energizing the field will hold the armature in the position to which it hasbeen moved but will not, of itself, move the armature. The armature may be positioned mechanically, but for most purposes it ispositioned electrically by having a winding thereon energized .by the same circuit as ener- S acers.

gizes a field coil so that the combined magnetic action of the field and armature will move the latter to the position desired when the circuit is energized either by alternating or direct current. In application, the proceed circuit moves the armature to position a.

Fig. 10 shows two, two 'osi-t-ion translating devices cou led toget er to obtain a three position e ect. These devices are held together with the shafts 44 in alignment by the bolts 47 and 48 providedwith suitable These bolts also support the mo-' tion plates 49 and 50 as shown. The operating mechanism associated with these plates is shown in Fig. 11. The motion plates are provided with a slot 51 at one side in which the pin 52 slides and slot 53 on the opposite side in which the pin 54 slides. Attached to the pin 52 is the vertical rod 55 and attached to pin 54 is the vertical rod- 56, these rods being connected by the walking beam 57 to the centre of which the up and down rod 60' connects. This rod is wei hted at 61 and connects to the link 62 which operates the 10, it moves the semaphore indicator (S5 pivoted on shaft 64.

Connected to the shaft of one of the translating devices is the arm 58, Fig. .11 and to the shaft of the opposite device the arm 59 conned-s; these arms therefore more with the armatures of these devices. moved or rotated it raises pin' 52 in the slot which raises one end of the walking beam and gives a caution indication of the semaphore. When arm 59 is also rotated it raises pin 54 which raises the other end of the walking beam changing the caution indication to a clear indication. The order of this operation may be reversed as it will be noted that raising either end of the walking beam will give a caution indication and raising both ends will give a clear indication, while lowering both ends gives a stop indication.

Train control nwcltanism.

v the support is withdrawn from this arm the counterweight moves it downto the limits defined by the end 97 engaging stops on quadrant 98 as shown in Fig. 13; this moves the wheel 94 one step and the operation may be repeated each time the arm is raised.

This arm is provided with a cross-bracket 91 engaged-by the ends of piston rods 87 and 89. When both of these piston rods are lowered the arm is without support but if either piston rod is raised, the arm is raised and sup-v ported with it and will be raised and lowered in response to the movements of a single piston rod The three position valve 67 operated. by the signal device has a stop position indicated by s; a caution position indicated by 0 and 9. proceed position indicated by p corresponding with the indications'of-the signal as shown in Fig. 10. An air supply is connected to pipe 69 and the caution control mechanism is connected to pipe 70. This 16 and by extension 77 connects with the signal cylinder 78, raising the piston rod 87 against the weight 88 and raising arm 92 at the same time. To delay the return of piston rod 87, the reservoir 80 may be con- When 58 is pipe passes through a cut-out valve 75, Fig.

nected with cylinder 78 by pipe 79 through a regulatingvalve 81. Thus the pressure in reservoir 80 mustbe reduced as. well as the exhausted through the right hand end ofthe bore where the plunger operates. When the air is exhausted from 85 the weight 90 restores piston rod 89 to the lowered position. The illustration in Fig. 18 is merely a diagram of a centrifuge which may be con structed as shown in Figs. 19 and 20 hereafter described.

An independent mechanism may be provided to operate under a stop signal as shown in Fig. 28 in which pipe 71 correspohds to pipe and pipe corresponds to pipe 84 pipe 85' being controlled by valve 86 which is set for a lower predetermined speed. It will be noted that with the valve stem 66 in the position shown in s pipe 71 connects to exhaust which leads to a brake application in the manner explained in connection with the caution control. In Fig. 28, the corresponding parts are given the same reference characters as inFigs. 10, 12

and 18 with an exponent e. The valve of the centrifuge shown in Fig. 19 is used in this application.

The caution position of the valve stem is shown at 0 in which pipe 70 connects with pipe 72 connecting with the audible signal 73. In this position the air from signal cylinder 78 and reservoir 80.exhausts through the whistle giving a preliminary warning for reducing speed, and if the speed is reduced below the predetermined value before cylinder 78 is exhausted there will be no brake, operation unless the speed should at any time while the caution conditions are established exceed this predetermined value.

When .a'. clear signal is established as indicated by the position of the valve stem at p both the pipes 70 and 71 are, connected with the air supply 69, consequently the signal cylinder of each'control mechanism is under pressure and the speed of the train is not restricted in any way. With this arrangement it will be noted that arm 92 under a clear signal is maintained in the raised position by the signal cylinder and speed may be varied to any'extent, but under a caution or stop signal this arm is maintained in the raised position by the centrifuge cylinder operating under speed limitations. It will be observed that thefvalve stem in the position a, Fig. 10, exhaust pipe 70 therebyexhaustingcylinder 78 for a stop effect. This result may be obtained with the valve stem in the 0 position, that is, under a caution signal, by suitably arranging the ports in the valve stem but which has not been detailed on the drawing.

The cut-out valve in Fig. 16 is used where air supply pipe 69*and pipe 70 is shut off.

Pipe 77 under pressure, raises piston rod 87 and prevents'the operation of the braking mechanism. The operation of this valve will be described in connection with the operating circuits.

In order to avoid the use of springs, counterweights have been substituted as for instance the weights 68 and 76 on the valve stems. If the operating connections of these valves should break the weights will bring them into position to operate the mechanism. The stepping valve is operated by releasing air pressure and the cylinders 78 and 85 are provided with openings 101 above the normal position of the pistons so that if the cross bracket 91 or the arm 92 should break, t-hese pistons would be raised to the-top of the cylinder and air would exhaust through 101 thereby detecting the failure. The stepping valve and the cylinders are held together by the supporting frame 99.

' The manual release.

When the train control mechanism has operated to apply the brakes it is necessary that the brakes be released to enable the train to proceed under control and for this purpose the manual release is provided. This device is arranged to operate in synchronism with 'the stepping valve so that for each step it must change its position in order to accomplish itspurpose; it is also arranged so that any attempt to prematurely position the manual release will lead to an application of the brakes.

The brake valve and manualrelease are shown in section in Fig. 14. The stepping wheel 94 rotates the inner valve 106 having a row of ports 109 aligning with pipe 112 and another row of ports 108 aligning with pipe 111, the ports 108 and 109 being placed in staggered relation to each other. These ports are spaced so that for each step of wheel 94 one port is brought into registry with one of the pipes 111 or 112. As shown in the drawing, port 108 is in registry with pipe 111 and therefore this pipe is in con neetion with the interior of the valve. When wheel 94 makes the next step pipe'lll will be closed and pipe 112 will be connected through port 109 with the interior of the valve, and so on, alternately, one pipe is closed and the other connected with the valve interior.

The manual release valve 113 has an interior member 114 with ports 115 and 116 in staggered relation; pipe112 is connected to register with port 115 and pipe 111-is con nected to register with fport 116 and so arranged that when one 0 closed. and close these pipes by the handle 119 op erating a worm which engages the worm quadrant 118 as shown in Fig. this insures a slow release giving the brakes time to control the speed of the train.

The brakes are applied by exhausting air through the port 117 from the interior of the steppingvalve. As shown, it will be noted that both pipes 111 and 112 are closed 'pipe.

and no air can escape. Now if wheel 94 moves one step, pipe 112 will connect the interior of 106 to the interior of 114 and exhaust through 117. To stop this exhaust the manual release is operated to close the port 115. This, however, opens the port 116 to pipe .111 and when wheel 94 makes the next step, this pipe will connect with the interior of 106 and lead to an exhaust again until the manual release is changed back to its former position. Thus, each movement of T he reducing valve.

The reducing valve is used to obtain a graduated effect in the application of the brakes usually measured by a certain number oflbs., pressure reduction in the brake The reducing valve 124 is shown in section in Fig: 17 and connects by pipe 110 to the interior of the stepping valve 100. The engineers valve is indicated by 122 and connects by pipe 123 with chamber 125 Where the pressure in said'pipe acts on the piston 126 forcing it against spring 127 which abuts on 128. The hollow plunger as shown moves with piston 126 and when it projects beyond 128 until port 130 is uncovered air escapes into chamber 131 connecting with pipe 110. As the pressure in 131 builds up, the air through the opening 129 equalizes the pressure on piston 126 and the spring restores it to the position shown.-

It is apparent that when the pressure in wchamber 131 is reducedthe pressure in chamber 125 will move the piston forward and hold it there until the pressure in 131 is raised or until the pressure in chamber 125, whichcorresponds to the pressure in the brake pipe is reduced so that spring 127 can these pipes is open to the interior of the valve the other is The inner valve is moved to open" overcome it and move the piston back. Thus, after a certain train line reduction the escape is cut off.

Attention is called to the fact that the stem connecting stepping wheel 94 with 106 is hollow and a breakage will lead to the escape of air.

17w centfifuge. The centrifuge is used to operate a valve at a predeterminedspeed and is operatively connected with the centrifuge cylinder of the train control mechanism. The centrifuge is driven by a bevel gear from the axle of one of the running wheels of the locomotive and is provided with certain safety features which operate to detect a failure of'the moving parts. Referring to Fig. 19,

the mechanism case is indicated by 141, the gear case by 142 and the supporting) arm by 143 which engages a shaft 144 olted against the end of the ,axle of the running wheel through the plate 145 and the bevel ear 146, Fig. 20. This gear is protected %y a cover 147 and meshes with the bevel gear 148 secured on the driving shaft of the centrifuge 149 as shown. This shaft is mounted on ball bearings as indicated in the sectional drawing and is provided with a head 150 which is fixed to the shaft and a sliding head 151 which has a pin en aging the key-way 156. Pivoted to the fixed head 150 is the arm 152 andpivoted .to the sliding head is the forked arm 153, these arms being \pivotally connected through the disc'weights 154 and as the shaft speeds up these weights move out from the centre compressing spring 155 according to the standard construction of a centrifuge.

The operating arm 157 is pivoted to the mechanism at 158 and is engaged by the collar 159 of the sliding head 151 so that this arm moves with the slidinghead and the outer end engages the valve stem 161.-

This arm is constructed in the form of a lever with its outer end magnifying the head. The valve movement of the slidin stem 161 is provided with a recess 160 in I which the end of arm 157 has a free movement. As this arm is moved to the left the spring 162 withdraws the valve stem until it is stopped by the pin 162 and further movement of arm 157 will not-influence the valve stem; in the return of this arm it becomes eifective to move the valve after the lost motion in recess 160 is taken up.

The valve stem moves in a valve sleeve 163 which is adjustably positioned by the screw thimble' 164 relative to the frame. The valve is provided with an annular groove near the end 165 which, when aligning with the opening 170, makes .a clear passage to pipe outlet 167 and exhausts an opening through the centre indicated by this outletfthrough 170. The valve also has the dotted lines 166, which, whenv in the position shown connects the air chamber 168 with the pipe outlet 167 and charges this pipe outlet with air from the air pipe 169 until the valve moves to the rig t far enough to close the opening to pipe outlet 167. It will be noted that should arm 157 break spring 162 will move the valve into position to exhaust pipe outlet 167 which is the controlling position; this action is assisted by the air pressure in chamber 168' under the end of the valve.

A collar 170' is secured to the frame 141 and to the collar the legs 171 are riveted. These legs form part of the supporting cage 172 and 173 which is pivotally connected to the supporting block 174 at 176 this block being pivotally suspended from a vertical rod 175 the other end of which is secured to the frame of the locomotive. The pivot 176 permits the mechanism to adjust itself for the spring action of the wheel and pivot 175 permits side play for the swaying of the wheels relative to the frame. This attachment is equivalent to a universal joint.-

An air supply is required for this centrifuge which is obtained from pipe 179' secured to the fixed disc'178 where it connects with the groove 180, Fig. 21. This disc is placed against the disc 177 where the groove 181 normally registers with the groove 180 and the supply pipe 169 connects with the groove 181. ThlS permits a free movement of the mechanism on pivot 176 without applying a strain on pipes 169 or 179. If the supporting. rod 175 should break a strain would be thrown on pipe 179 causing a fracture and if the shaft 144 should break, the left end of the mechanism would fall down causing rotation on pivot 176 through a considerable are; this would align groove 180 with groove 182 and as the latter connects to exhaust, this would exhaust the air in pipe 179 which would lead to the detection of the trouble owing to the leakage of air. This movement may also be arranged to exhaust pipe 169.

An air supply is connected to the moving parts of the centrifuge from pipe 169 through the casing 191 by passage 1.90 to the annular groove 189 in the member 189 bolted to the end of the shaft. A passage from the annular groove connects to the opening 186 in the centre of the shaft which is thereby maintained at air pressure. This passage terminates in chamber 185 in the evel gear 148. A connection may also be made through 187 with the bearing of arm 152 which may be provided with a passage 188 terminating against the weights 154 as indicated by the dotted outline, Fig. 20. If the bevel gear 148 should break or become I detached from the shaft it is apparent that the air in chamber 185'would escape. If shaft 149 should break, or if the supporting head 150 or arms 152 or weights 154 become detached there will be an escape of air which will lead to a detection of the failure and this escape will continue until the failure is remedied. If connected with the air brake system, the escaping air will lead to an application of the brakes.

In order that the shaft may move freely i tight cap is provided on the outer end of casing 191 and any escaping air between the rotating members on the shaft and the easing holds these Washers against the face of the groove thereby forming a seal which prevent the air from escaping.

The magnetic shoe.'

The magnetic shoe is arranged to make an electrical contact with a ramp on the track and in order to insure an intimate and reliable contact the shoe is magnetized and maintains a magnetic grip onthe iron of the ramp as the shoe passes along the ramp. The shoe is constructed in the form of an L shaped lever, a pair of rollers are secured to the horizontal arm together with a magnet coil and the vertical arm, which is about three times the length of the horizontal arm terminates in a cam which operates a circuit controller.

Referring to Figs. 22 and 23, 201 is the track rail supporting the running wheel 202. A stringer 203 is secured to the end of the sleepers supporting the T iron 204 of the ramp and to which the contacting plates'205 are bolted. Thi construction makes these plates readily renewable when worn.

The locomotive bracket 206 is secured to the. frame of the locomotive and supports the horizontal arm 207 by the pivot 208.

The arm 207 is preferably made from nonmagnetic material and supports the magnetic bar 209 of the shoe head. Thisbar is provided with bearing plates 210 at either end which form bearings for the rollers 212 on the pivots 211. Between the rollers the magnet coil.213 is placed as shown. The arm 207 is provided with a balance lever 215 upon which weight 214 is adjustably positioned. The force required to raise the shoe head can thus be adjusted by the counterweight 214.

The vertical arm 216 of the shoe is pivoted at 208 and has an extension 217 and connection 218 by means of which it is adjustably secured to horizontal arm 207 and .moves therewith. The arm 216 has an extension supporting weight 219 to the ri ht of pivot 208 which applies a bias to t is arm tending to move it to the right or controlling position in case the shoe head should become detached. Arm 216 is guided by bracket 220 and limited in its movement by screw 221. v

The arm 216 terminates in a cam 222 which engages roller 223 of plunger 224 moving in the bracket 225. This plunger is forced downwards by the coil spring 226. The insulated contact member 227 is also carried by the plunger and makes contact with 229 in the lowered position as shown or with contact 228 in the raised position. More than one .contact member may be used as required by the operating circuits.

In operation, the rollers of the shoe engage the contact plates of the ramp and the shoe head is raised or displaced thereby. Due to the lever action this displacement is magnified in the movement of cam 222 so that a slight displacement will move the roller over the rise of the'cam and therebyv produce a controlling effect. The movement of plunger 224 is steady although the shoe displacement may vary due to irregularities in the ramp. \Vhen the shoe runs off the ramp, the weight of the head moves the cam 222 to the left and raises plunger 224. When a train is running at high speed there is considerable impact between the shoe and the ramp which may be minimized by making the force to displace the shoe as small as possible an d for this purpose the counterweight 214 is provided. It is, however, essential to obtain a'reliable contact between the shoe and the ramp and for this purpose the shoe is magnetized after it has been displaced by a clrcuit controlled by contacts 227 and 229. This circuit energizes coil 213 which magnetizes bar 209, plates 210 and rollers 212, each roller forming the pole of a magnet the armature of which is composed of the ramp plates 205. The rollers are thus magnetically held in intimate netic circuit so that there is no resistance,

contact with the ramp and, it will be noted that the rollers rotate in the plane of the lines of force from the coil 213 without cutting the lines of force or changing the magmagnetioally, to the rotation of these rollers. With this construction an intimate and reliable contact is obtained between the ramp and the shoe while the wear and the impact is reduced to a minimum.

The locomotive wiring.

of current driving the motor 28 which in armature 27 of the am turn-drives the A. C.

enerator 252 and the ifier 23. The A. C. generator 252 energizes the primary coil 255 of stop transformer 31 by wires 253 and 254 so that while motor 28- 15 running this coil is continuously energized. The secondary coil 256, by wires 257 and 258 energizes the field coil 43 of the translating device 41 to the left; this will hold armature 42 in the position to which it has been moved. When the stop transformer 31 comes under the influence of a laminated track bar, the secondary coil is substantially deenergized and armature 42 assumes the stop position as shown. It the track magnet is energized armature 27 of the am lifier generates a current in wires 259 an 260 which energizes the field coil 43 and the armature 42, thereby causing this armature to assume the proceed osition raising the arm 58. When. move to the proceed position the secondary. current from the stop transformer maintains it in this position after this transformer is moved from the influence of the track magnet as explained in the description of the electric translating device.

When the shoe engages a ramp the circuit of field coil 43 of the translating device to the right is interrupted at contact 227. This circuit may be traced frombattery 261, con- 10o tact 227, "wire 262, coil 43 and wire 263 to battery. This permits armature 42 to assume the stop position as described. If the ramp is energized, a current is picked [up through the shoe head which is insulated m5 from the locomotive and by wire 268 energizes coil 43 and armature 42 and returns to ground through wire "269. This moves armature 42 to the proceed position where it will remain when coil 43 is again energized 0 by the shoe running off the ramp.

When the shoe engages a ramp a circuit is established. from battery 261 through contact 227, now closed to wire 264 to coil 213 ma netizing the shoe head and by wire 266 an rheostat 267 to battery 261. The rheostat enables the magnetism of the shoe to be adjusted to. suit weather conditions.

For single track operation it is desirable to transmit a signal from the locomotive to 1120 the track. This signal is transmitted induc-v tively by the magnets 275 and 276. These .magnets are energized by the A. G. generator from wire 271, contact 231, wire 272, magnet 275, wire 27 3, magnet 276 and wire 274 and are controlled by the shoe.

The cut-out system.

The cut-out system is provided so that a train equipped with this system may run on track which is not equipped and provided means for operating thecut-out valve to suspend the operation of the train control systern and for obscuring the indication of the semaphore. This system is operated by the circuit shown in Fig. 25 in which the hand generator 286 drives the armature 287 and by wire 288 energizes the armature 282 and field coil 289 of the translating device 281; this circuit returns by wire 290, switch 291 and wire 292-to the armature 287. While switch 291 is in the position shown and the hand generator is operated at speed the armature 282 is positioned to move the banner 283 over the semaphore and the arm 284 raises the valve stem of the cut-out valve 75. The air connections for the cut-out valve are shown and described in connection with Fig. 16. This provides a temporary means of suspending the operation of the system as long as hand generator 286 is operated. If, when armature 282 is in the released position the double pole switch.

291298 is changed to the right, then a circuit will be established from battery 293,

wire 299, contact 298, wire 297, field coil 296, wire 295 and push button 294 to battery. This will energize the field of 281 and maintain the suspension of the system. Thus after the system has been temporarily suspended by the hand generator it may be permanently suspended by changing the position of switch 298 which is designed to make contact before 291 opens its circuit. The hand generator 286 and the switch'298 are, preferably so located that they cannot be operated by the same person at the same time, thus requiring the concurrent actionof two people for permanently suspending the operation of the system.

After the system is suspended it may be brought into action by the push button which is located close to the hand generator. This push button opens the circuit of the holding coil 296 permitting the apparatus to assume its normal positionv as shown. The system may also be brought into action by moving switch 298 into the position Shown which interrupts the circuit of the holding -coil 296. The cut-out valve 75", Fig. 28

may be coupled to beoperated by the arm 284 of the cut-out device 281, similarly to valve 75.

Double track wiring.

A plan of double track wiring suitable for operation with this system is shown in Fig. 27 in which train movements are in the direction indicated by the arrow. The track rails are indicated by 301 and 302 and the track is divided into blocks indicated by the letters a, I), and a by insulated joints 303. Each block is provided with a track battery 304 and with a track relay indicated by a letter corresponding with the letter of the block. The track relay is connected by wires 305 to the track rails as shown.

On one side of the track the ramp 306 is located connected by wire 307 through a front point of the track relay and by wire 308 to battery 309, the other side of this battery being grounded on the track rail. This ramp will energize the circuit grounded on wire 269 on the locomotive through the shoe when the block immediately ahead of the ramp is clear.

.On the other side of the track the track magnet 311 is located having the energizing coil 312 connected by wire 313 to battery through the front point of relay 314 so that when this relay is energized the track magnet is energized. For simplicity in the wiring diagrams it should be noted that a wire starting with an arrow head is assumed to be the source of energy and awire ending in an arrow point is assumed to be the common return; the first wire is sometimes marked B and the latter 0. Relay 314 is controlled by wir 315 through the front contact of the track relay for the first block, wire 316 and the front contact of the relay for the next block. Thus the track magnet is energized when the first block and the succeeding block are clear. This is according to standard practice.

Single track wiring.

The wiring for single track operation is shown in Fig. 26, that is, where train movements are in both directions on the same track. This arrangement provides an absolute block protection against opposing movements between the sidings on a portion of single track and, at the same time provides for following movements with a train spacing according to the block arrangement. In this installation the track may be divided into sections or blocks as indicated by a, b, c, (l,- e, f, g, h, and j. The portions 6, d, f and h are about equal in length to the standard length of block. The portions a, 0, e, g, and 7', opposite the rams or-magnets are short track sections and are arranged to be included in the block system ahead of the- Directional control relays 321 are provided at each track magnet location for traflic from left to right and directional control relays 322 are provided for trafiic from right to left. A relay 321, for instance, opposite section a is controlled by wire 323, track relay 6, wire 324, track relay 0, wire 325 and relay 321 at location a which is connected to battery. Relay 321 at location 0 is controlled by a circuit similarly lettered through track relays d and e, and relay 321 at location 6. Relay 321 at location e is, in turn, similarly controlled by track relays f and g,

and relay 321 at location 9 is similarly controlled by track relays h and j. It will be noted from this arrangement that if a train enters upon section 7' and deenergizes relay 321, at location g, this will, in turn, deenergize all of the directional relays 321. This will set the indicator 338' at the opposite and of the section controlled by wire 358 to the stop position and will also deenergize coil 312 of the track magnet for section a, so that a train cannot enter from this direction without receiving a stop signal and it will be noted that this condition is maintained while the train proceeds through the entire single track section. This isan absolute block for head-on protection. I For trafiic in the opposite direction a similar operation is required relative to relay 322 at section 7'. This relay is controlled by wire 327, relay h, wire 328, relay g, wire 329' and relay 322 at g, which connects to bat-- tery. Relay 322 at location g is, in turn, controlled by wire 327, track relay f, wire 328, track relay e, wire 329 and relay 322 at location e to battery and so on throughout the remaining block sections. If a train section 0 is deener therefore, enters upon section a relay 322 at ized. This causes the other directional re ays'322 to become deenergized and to remain deenergized while the train is proceeding in this direction.

This deenergizes wire 357 setting the indicator 339' in the stop position and deener- I gizes the track magnet opposite section 9'.

When a train, vmoving say from left to right, enters a portion of track, it is (16811 ablethat another train should be able to' follow the preceding train as closely as the block system will permit. For instance, when the rear of the first train has cleared section cit would be good practice to permit a following train to enter at section a; and when the first train hadcleared section 6, it would be satisfactory to permit a following train to enter section a. This arrangement I secure by a signal transmitted from the train to the track apparatus in combinato left. The stick relay 337 opposite section.

tion with the wiring arrangement shown. For this pur ose stick relays 337 are provided for tra ic from left to right and stick relays 338 are provided for traffic from right (I is energized when the track re ay d is deenergized and when-an impulse is transmitted to wire 332 through the coil 333. When therefore, the head of a train reaches section e, the rear endwill have cleared section c as the block is usually of a length greater than the train, and the track relay (1 will be deenergized.

to the location of coils 333 and 336 and the ramp 306. The leading magnet passes over the first coil on the track before it is enerv gized by the displacement of theshoe by the ramp; likewise, the rear magnet is deenergized when passing over the last coil as the shoe is then off the ram Thus, when moving from left to right with magnet 275 in the leading position, this magnet will not be energized when pa:sing over coil 333, but magnet 276 will be energized at this time and will inductively transmit an impulse to coil 333' which will pick up'the stick relay 337. Also,

when passing off the ramp, magnet 275 will be energized but will not influence coil- 336 as its circuit is open due to relay f bein energized and stick relay 338 is not picke up.

The rear magnet, it will be noted,v passesover this coil deenergized as the shoe is disengaged from the ramp. When the locomotive backs up in the, opposite direction these conditions are reversed with respect to coils 333and336..

The stick relay at dis picked up fromcoil 333, wires 332 and 331. A holding circuit is provided for this relay through wire 33?, relay 321 at section 0 deenergized and wire 340 through a front contacton track relay for section a energized. When the stick relay 337 is energized, a circuit is established from battery to wire 326 andwire 325, energi'zin the directional relay 321 at location. a I

and t I ereby energizing'the track magnet forsection a and permitting a following train to enter the block. When the first trainreaches, section 9, an impulse is transmitted to coil 333 which, by wires 332 and 331, picks up relay 337 at this location and a holding circuit is established through wire 339, directional relay 321 deenergized, wire 340 and track relay 6 energized. When this relay is energized a circuit is established from tery to wire326, wire 325, picking u the directional relay 321 at location a an per- 'mitting'a following train to enter the block at that point or at point a. This relation is maintained between any number of following trains.

a In the opposite direction, the arrangement is similar to that described except thatthe energizing coil 336 takes the'plac'e ofcoil 333. This coil by means of wires 335 and 334, picks up relay 338 through the back point of the adjoining track relay. -Relay 338 has a holding circuit throu h wire 341, 1.

back contact of directional re ay- 322 and batwire 342 to battery through the track relay for section 9. A similarv arrangement is pro-.

vided for the operation of the stick relay 338 for the succeeding blocks.

It will be noted that the holding circuit- 4 lay. 321 for traffic in one direction and through the directional control relay 322 for ,traflic in the other direction. The block control of the ramps 306, which in this case give the distant indication, may control through relays 321 for one direction or through relays 322 for the other direction at two succeeding locations but have for the sake of simplicity been omitted from the plan.

The operation of the system will be understood by considering the movement of a 1 train over the track equipped as in Fig. 27,

. with the locomotive wired as shown in Fig.

25. If blocks a and Z) are clear, magnet 312 is energized and ramp 306 is energized. The pole 311 shunts the flux from the stop transformer 31 and 'deenergizes holding coil 43 of the translating device to the left, at

L in the proceed position until the stop transformer has passed over bar 311 and the hold- I in coil 43* is again energized. K) When the shoe 212 is displaced by ramp 306, the circuit of holding coil 43 of the translating device to the right is deenerigized but as 306 is energized, a current is picked up which energizes positioning coil 43 and coil on armature 42 which holds this armature'in the proceed position until the shoe runs 01f the ramp and the circuit of the holding coil .3 is again'ener'gized.

'When block a is clear and block b is occupied, magnet 312 is deenerg'ized. In this case the stop transformer deenergizes holding coil 43* as described but poles 24 and 25 are not magnetized so that arm '58 moves to the stop position and rod is lowered and remains in the lowered position after coil 43 is again energized as this coil cannot position the armature. This causes the indicator to give a caution signal which remains until an energizing magnet is encountered.

When blocks a and b are both occupied,

gniagnet 312 is deenergized, producing the results just described and ramp 306' is deenergized so that when the shoe is displaced and the holding coil controlled thereby is deenergized, the positioning circuit from the ramp is not established, the armaon the locomotive and a location is encountered where the'ramp is energized and the magnet deenergized, then the positioning coil of the device operated" by the shoe will be energized moving the armature to raise rod 56 and give a caution signal. When stop conditions are established on the locomotive and a location is encountered Where the ramp and magnet both are energized; the ramp will operate as described to raise one side of walking beam 57 and the amplifier will be energized, generating a current which will energize the positioning coils of the other translating device, raising rod 55 and giving a clear signal.

When a train is running under a clear signal the brake controlling valve 67 is in theraised position which admits air to pipes 70 and 71 and thereby holds the arm 92 raised without regard to speed.- Under a caution signal this valve exhausts the air from pipe 70 through the whistle 73 and when cylinder 7 8 and reservoir have been exhausted, the piston is lowered removing one of the supports from arm 92. If the speed is below a predetermined value or if it has been reduced to this value during the time the whistle is sounding, the cylinder is placed under pressure controlled by the centrifuge thus providing an independent support for arm 92. However, if the predetermined speed is exceeded, cylinder 85 is exhausted, or is not placed under pressure and arm- 92- drops .when cylinder 78 is exluu hausted. Thus under'a caution signal a the valve 67. must be in the position corresponding to stop to exhaust this pipe and the predetermined speed which admits pressure to cylinder 85 is set for a lower value than the speed which admits pressure to-cylinder The ar 92 operates'the stepping valve to apply the brakes, these, however, maybe released as soon as handle 119, with its slow acting mechanism has operated the manual release. It will thus be noted that, under a caution signal, an audible signal is given for a time interval "followed by an application of the brakes unless the speed is below a predetermined value. have once been applied they can be released only after a time interval. When the system is suspended the signal cylinder is un- When the brakes der pressure without regard to the position 1 of valve 67 and arm 92 is held in the raised position so that the brakin mechanism is not influenced by the centri uge.

In applying this invention it is to be understood that the style and arrangement of the track apparatus together with the responsive apparatus on the locomotive ma be varied to suit the conditionsunder whic 1 I thereon, a magnet on said track having-a pair of poles, a device on said vehicle responsive to said track magnet, the terminals of a circuit supported by one pole .of said magnet and a contact member supported b the other pole contacting with said termi- ,nals.

3. In a train control system, the combination of a track with a vehicle thereon, a laminated iron bar secured against and flush with the head of the rail of said track and a transformer on said vehicle having poles aligning with said bar. v

4'. In a train control system, the combination of a track with a'vehicle thereon, a laminated iron bar supported throughout its length by a bracket clamped against the rail of the track and a device on said vehicle having poles aligning with said bar.

5. In a train control system, the combination of a track with a vehicle thereon, a lamivnated iron bar reinforced with angular braces clamped against the rail ofsaid track and a device on said vehicle having poles aligning withsaid bar.

6. In a train control system, the combina-' tion of a track with a vehicle thereon, a laminated member on said track and a trans-' former on said vehicle having a primary and a secondary windin ,said transformer re-' sponding-tosaid trac member to deenergize said secondary winding, said transformer energized by a hi 1 frequency current whereby the track rai s do not materially affect .said secondary winding owing to their reactance to the frequency of the current.

' 7. In a train control system, the combination of a track with a vehicle thereon, a

laminated member on said track'below the level of the rails,-a transformer on said vehicle having a primary and a secondary core, said secondary core having an air gap and poles extending from said primary core and aligning with said track member.

8. In a train control system, the combination of a track with a" vehicle thereon, a magnet on said track havinga laminated pole within the horizontal plane of the rail head, and a transformer on said vehicle having a pair of poles aligning'with said laminated pole whereby the flux of said transformer is deflected by said pole. v

9. In a train control system, the combina+ tion of a'tiack with a vehicle thereon, [a transformer on said vehicle having a primary core with an energizing coil and a secondary core with an air gap and a secondar coil, and a laminated bar on said trac within the horizontal plane of the rail head and poles from said primary core aligning with said laminated bar whereby the secondary coil is deenergized.

10. In a train control system, the combinati0n of a track with a vehicle thereon, a

magnet. on said track having a laminated pole, a motor driven amplifier on said vehicle responding to said track magnet, an alternating current generated by said motor and a transformer energized by said alternating current and responding to said laminated pole.

11. In atrain control system, the combination of a track with a vehicle thereon, a control mechanism on said vehicle,a magnet on said track and a motor driven amplifier on said vehicle responding to said-track magnet, said motor also generating an alternating current'for operating said mechanism.

12. In a train control system, a track with a vehicle thereon, a centrifuge mechanism having a rotating shaft driven by the move- 'ment of said vehicle, an air supply connected with said shaft andan air lock between said shaft and said mechanism.

13. In a train control system, the combination of a track with a vehicle thereon, va centrifuge mechanism having a rotating shaft driven'by the movement of said vehicle, an air supply connected with said shaft, and an airlock between said shaft and said mechanism comprising an annular groove and a ring in said groove.

14. In a train control system, the combination of a track with ,a vehicle thereon, a centrifuge mechanism having. a rotating shaft driven by the movement of said vehicle, an air supply connected with saidshaft, an air lock between said shaftand.

said mechanism comprising dove'tailed rings forming annular grooves and a ring in each of'said grooves. a 15. In a vtrain control system, Y a track with a vehicle thereon, a centrifuge mechanism driven by the/movement of said vehicle, a valve having a plunger operated by said mechanism, an air supp y and a spring tenda vehicle thereon and a centrifuge having a ing to force said mined position.

16. 'In a train control system, a track with a vehicle thereon, and a centrifuge having a rotating shaft driven from the running wheels of said vehicle, said centrifuge supported at one end by a shaft secured to the end of a wheel axle and at the opposite end by a suspended pivot.

17. In a train control system, a track with plunger into a predeter- 19. In a train control system, the com! bination of a track with a vehicle thereon, a centrifuge mechanism having a rotating shaft driven by the movement of said vehicle, means for supporting said mechanism horizontally, an air supply connected with saidmechanism and means for interrupting said air suppy -when said supports are broken.

20. In a train control system, the combination of a track with a vehicle thereon, a centrifuge mechanism having a rotating shaft driven from the movement of said vehicle, said mechanism placed horizontally, a universal joint for supporting said meehanism, an air. supply for said mechanism and a yielding connection for said air supply at said universal .joint.

21. In attain controlling system, the combination ofa track with a vehicle thereon, of ,a' controlling mechanism on said vehicle, said mechanism comprising a stepping valve with a weighted arm and means for operating said'valve by gravity.

22- In a train controlling system, the combination of a track with a vehicle thereon, a. controlling mechanism on said vehicle, said mechanism -operated by a weighted arm, means controlled from the track for raisin said arm'and independent means controlled by the speed of the vehicle for raising said arm.

23. In a train control system. the combination of a track with a vehicle thereon, a controlling mechanism on said vehicle, said mechanism operated by a weighted arm," an air cylinder havinga piston controlled by track conditions for raising said arm and another air cylinder having a iston controlled by the speed of the vehio e for raismg sald arm.

24. In'a train control system, the combination of a track with a vehicle thereon, a controlling mechanism on said vehicle, a weighted arm for operating said mechanism, a plunger controlled by track conditions engaging said arm and another plunger con trolled by the speed of the vehicle independently engaging said arm.

25. In a train control system, the combination of a track with a vehicle thereon, a controlling mechanism on said vehicle, an arm for operating said mechanism moving between fixed limits, a plunger for operating said arm and means for detecting when said plunger exceeds its normal movement.

26. In a train control system, the combination-of a track with a vehicle thereon, a plurality of devices on the track located at different distances from the centre line of said track and controlled by traflic condi tions, a controlling mechanism on saidvehicle, a plurality of devices responsive to said track devices, translating devices operated by said responsive devices, said translating devices having rotating armatures placed with. their axes in the same plane and means for operating said controlling mechanism by said devices.

27. In a train control system, the combination of a track with a vehicle thereon, devices on the track controlled by traflic conditions, a plurality of translating devices on said vehicle responsive to said track devices, said translating devices having rotating armatures with their axes in the same plane and means for operating a three position device by said translating devices.

28. In a train control system, the combination of a track with a vehicle thereon, a ramp on said track, a shoe on said vehicle engaging said ramp and displaced thereby, and means electrically controlled effective upon the initial displacement of said shoe for obtaining an intimate contact between said ramp and said shoe.

29. In a train control system, the combination of a track with a vehicle thereon, a.

ramp on said track, a shoeon said vehicle enga ing said ramp and'displaced thereby, an a' justable counterbalance for the weight of said shoeand means for obtaining an intimate contact between said ramp and said shoe.

30. In a train control system, the combination of a track with a vehicle thereon, a ramp on said track, a shoe on said vehicle engaging said ramp and displaced thereby and means for magnetizing said shoe by its initial displacement by said ramp.

31. In a train control system, the combination of a track with a vehicle thereon, a ramp on said track, a shoe on said vehicle engagingsaid ramp and displaced thereby, means for magnetizing said shoe and means for varying the extent of said magnetism.

32 },In a train control system, the combination of a track with a vehicle thereon, a ramp on said track, a shoe on said vehicle engaging said ramp and displaced thereby, a magnetizing coil'on said shoe and a rheostat in the circuit of said coil.

33. In a train control system, the combination of a track with a vehicle thereon, a-

- rollers, said rollers forming the poles of a magnet and engaging said ramp.

35. In a train control system, the combination of a track with a vehicle thereon, a ramp on said track, and a shoe on said vehicle comprisingja magnetizing coil and a pair of rollers, /'said rollers engaging said ramp and movin in the plane of the magnetic field create by said magnetizing coil.

36. In a traincontrol system, the comblnation of a track with a vehicle thereon, a

ramp onsaid track, a shoe on said vehicle engaging said ramp, a magnet on said track and an inductive device on said vehicle responsive to said magnet, means for communicating an independent effect to said vehicle by said ramp and by said'magnet and means for co-operatively a plyin said effects accumulatively orde uctive y to control said vehicle.

37. In a railway traffic controlling system, the combination f a track-with a vehicle thereon, a magnetic member on said track comprisin a laminated iron pole extending parallel wlth the track, an 1e bars for reinforcing the corners of said laminated pole and brackets supportin said angle bars and a device on said vehic e responsive to said magnetic member.

38. Ina railway traflic controlling system, the combination of a track with'a vehicle thereon, a magnetic member on said track having a laminated'iron pole, a device on said vehicle responding to said magnetic member and a plurality of bars for reinforcing said laminated iron pole, said bars arranged with an air gap between adjacent bars. i

. 39; In a railway trafiic controlling system, the combination of a track with a vehicle thereon, a magnetic member on said track having a laminated pole and an energizing coil, said laminations being increased in sec- "tion to engage the core of said coil and a device on said vehicle responsive to said track magnet.

.40. In a train control. system, the combi nation ofa track with-a vehicle thereon, a

mechanism having a rotating shaft driven' by the movement of said vehicle, an air supply connected with said shaft and an air lock between said shaft and said mechanism comprising a plurality of grooves with a 7 ring in each groove, v

41. In a train control system, the combination of a track with a vehicle thereon, a mechanismhaving arotating shaft driven by the movement of said vehicle, and an air supply connected with said shaft, an air lock between said shaft and said mechanism I comprising an annular groove partially in said mechanism and partially in said shaft and a ring in said groove.

42. In a traincontrol system, the combination of a track with a vehicle thereon, a mechanism having a rotating shaft driven by the movement of said vehicle, and an air supply connected with said shaft, an air look between said shaft and said mechanism comprising an annular groove'in said mechanism and'an annular groove on said shaft, said grooves. arranged to align with each other and a ring in said grooves. 43. In a train control system, the combination of a track with a vehicle thereon, and a centrifuge supported at one end and driven by the running wheels of said vehicle, said centrifuge supported at the other end by a pivot free to move in two directions at right angles toeach other. i 44. In a train' control system, the combination of a track with a ve icle thereon, and

a centrifuge supported at one end and driven an air supplyfor said centrifu e, and means for interrupting said air supp y when said centrifuge is mlsplaced on its an port.

46. In a train control system, t e combination of a track with a vehicle thereon, a cenv. trifuge driven by the movement of said vehicle, an air supply for said centrifuge, a support comprising a pivoted joint for said centrifuge and a yie ding connection at said joint for said air supply.

47. In a train control system, the combination "of a track with a vehicle thereon, a centrifuge driven by the movement of said vehicle, said centrifuge pivotally supported in a normal position and having an air supply, and means for exhausting said air supply when said centrifuge is moved from the normal position.

, 48. In a train control system,- the combination of a track, a vehicle 'on said track with a pivotally supported centrifugehavingan air supply and a (pair of juxtaposed members with registere air ports mounted on 

